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CHAPTER VIII.

INTERNAL IMPROVEMENTS.

First Traveled Ways--The State Line Survey--A Rude Road
Brushed Out--The Williamson Road--Why and How it Was Built--A Princely
Entertainment in the Wilderness--The Patterson Brothers--Morris State Road--More
Roads Laid Out--East and West State Road--Era of Plank Roads--Early Navigation
Schemes--The Corning and Blossburg Railroad-- Morris Run and Arnot Branches--The
Fall Brook Railroad--The Cowanesque Branch--The Pine Creek Branch--Elmira
and State Line Railroad--The Addison and Pennsylvania Railroad--Other Railroads.

The first roads in Tioga county were narrow Indian paths, and it has
been shown how they ran. The early explorers and settlers followed them,
or traveled by canoes on the river. In course of time the most important
of these paths were widened, or "brushed out," by the settlers, and in
subsequent years became public highways for the passage of wheeled vehicles.

Mention has been made of the road cut through the wilderness by the
State line surveyors. This was the first road constructed by white men.
It was a rude affair, but it enabled the party to get their pack horses
and provisions through, as well as to carry forward their work. Being on
the line separating the States of Pennsylvania and New York, however, it
did not penetrate the interior of the territory of Tioga, but it enabled
a few of the earliest settlers to enter the country from the east and then
move south. This line was authorized to be run by the legislatures of the
respective States, and in 1786 Andrew Ellicott and Andrew Porter, on the
part of Pennsylvania, and James Clinton and Simeon DeWitt, on the part
of New York, were appointed to perform the work. In their first report,
which is dated October 12, 1786, they say they commenced "at the river
Delaware in 42 degrees, north latitude," and continued on the same parallel
to the western extremity of the two States. The first ninety miles from
the point of beginning ended on the "western side of the south branch of
the Tioga river," at Lawrenceville. Here a substantial mile-stone was set
up, and for many years it was regarded as a conspicuous landmark. The last
boundary survey, made in 1893—107 years after the first—reported that the
"ninetieth mile-stone is a small monument standing about 100 feet north
of State street, in the village of Lawrenceville, at the northeast corner
of Hallenback’s barn, and about 1,260 feet east of monument 219. It is
on line between property of Kuehl and Harraway."

The survey was not completed through to lake Erie until the subsequent
year. Ellicott and Porter continued to be the commissioners from Pennsylvania,
but New York was now represented by Abraham Hardenberg and William Morris.
Their final report was made October 29, 1787, accompanied by maps showing
the topography of the country from the Delaware river to Lake Erie.

In continuing the line westward from the ninetieth mile-stone, the commissioners
say that they "marked the same in a lasting and permanent manner by mile-stones,
or posts surrounded by mounds of earth where stones could not be procured."
The stones, at the several points where the latitude was determined, were
large and well marked and contained on the south side, "Pennsylvania, latitude
42 degrees N., 1787, and also the variations of the magnetic needle; on
the north New York and their several distances from the River Delaware."

In making the original survey the commissioners had to surmount great
difficulties on account of incompetent knowledge of the geography of the
country, the death of their horses, time taken up in making canoes, and
treating with the Indians. Their axemen and laborers had to cut a road
through the wilderness to enable them to run the line, as well as to convey
provisions and stores for their sustenance and comfort. The Indians at
several points on the line—particularly in the country of the Senecas—looked
upon them with suspicion, notwithstanding peace prevailed, and they had
to cultivate friendly relations with them by making presents, and explain
to them the object of their work. This was the first road therefore that
penetrated what afterward became the northern part of Tioga county, and
over it traveled many of the early explorers and adventurers from the east
in search of homes in the wilderness.

The last boundary survey was made in accordance with an act passed by
the Pennsylvania legislature in 1889, to co-operate with the authorities
of New York in accordance with the provisions of the law of 1887, to make
an examination and inspection of the boundary line monuments between the
two States. The commissioners made an elaborate report under date of December
12, 1893, which may be found in the report of the secretary of internal
affairs for that year. They say that the line was "monumented by a joint
commission of the two States during the years 1881, 1882, 1883, 1884 and
1885. The monuments, with exception of the large initial monuments, are
of Connecticut granite, of a reddish gray, coarse texture, quite hard and
durable."

They say monument No. 268, and mile-stone 115, "Is a small monument
with diagonal grooves standing on a steep northwesterly slope on north
edge of thick woods, about 100 feet west of the summit of the ridge. It
marks the corners of Potter and Tioga counties, Pennsylvania. It is on
line between properties of C. P. Gill and Ralph McCullough. This monument
was found to be in good condition in every respect."

THE WILLIAMSON ROAD.

The next road through what afterwards constituted the territory of
Tioga county, was built by Charles Williamson, agent for the Pultney estate
in the "Genesee Country." The causes for the building of this great thoroughfare
through what was then almost an unknown wilderness, may be briefly stated:
In November, 1790, Phelps & Gorham by deed conveyed to Robert Morris,
of Philadelphia, 1,250,000 acres of wild land lying in western New York
and adjoining the State of Pennsylvania, in what was more particularly
known as the "Genesee Country," in the home of the Seneca Indians. April
11, 1792, Mr. Morris conveyed by deed to Charles Williamson the above tract,
which has since been known as "The Pultney Estate." While these enormous
operations in land were being made, it was contemplated to found a colony,
composed of Europeans, in this wild region for the purpose of improving
the country and therefore appreciating the value of the land. Consequently
in the spring of 1792, Charles Williamson, who had been appointed secret
agent for Sir William Pultney, of Bath, England, arrived in this country
and established his headquarters at Northumberland, while making arrangements
to proceed to the magnificent domain that had been entrusted to his care
and management. And as a preliminary to beginning business in this country
in due form, Williamson took the oath of allegiance before the court in
Philadelphia and became a naturalized citizen.

While at Northumberland awaiting advices from his employer in England,
Williamson was informed that about 200 emigrants would reach him in due
season, and to make preparations to conduct them to their new home in the
wilderness. An important question now presented itself. Which was the better
route to pursue to reach the point of destination? Up the Susquehanna by
boat to Tioga Point, thence by the Tioga river to a point as near the proposed
place of settlement as possible; or to cut a road by a direct route overland?
At that time the river route was the only one known, but it was long, circuitous
and dangerous. With the large number of immigrants under his charge, Williamson
argued that a part of this force at least might be advantageously used
in the construction of the proposed road, and he therefore set about making
preparations to carry out the project.

As this road would be a benefit to the country as well, Williamson made
application to the Assembly for an appropriation to assist in its construction.
After some discussion the small sum of £100 was grudgingly appropriated.
This was not encouraging for such a great undertaking through 100 miles
of wilderness, but it was accepted. Williamson secured the services as
guides of Robert and Benjamin Patterson, two brothers residing at Northumberland.
They had done distinguished service as scouts and soldiers in the Revolutionary
army, and especially in watching and aiding in the repulse of the invading
Indians on the West Branch of the Susquehanna, and as scouts in the country
through which this road was to pass. They were familiar with the ground
and therefore well equipped for the work. Their father, William Patterson,
had distinguished himself in the French and Indian wars; their mother was
a Boone, a near relative of Daniel Boone, the celebrated frontiersman.

The work of cutting the road through the wilderness was commenced in
May or June, 1792. According to the draft now on file in the land office,
it commenced at Loyalsock, passed through where Williamsport was afterwards
built to Lycoming creek, up which it ascended by the Indian path to Trout
run. Here the builders fairly entered the wilderness when they commenced
the ascent of Trout run. The forest was dense and gloomy, but by dint of
hard work a road was made over Laurel hill to the site of Liberty. From
this point the site of Blossburg, on the Tioga river, was reached. At Canoe
Camp, eight miles down the river, the road was abandoned, and the party
set to work making canoes out of the heavy timber which grew there. Having
a sufficient number completed they embarked and floated down the river
to Painted Post and then ascended the Cohocton to their point of destination,
where they founded the town of Bath.

It was the custom of Williamson and his party to establish depots for
the storage of provisions on the line of the road, and to erect a commodious
log house to shelter the women and children, and then advance with the
axemen, roadmakers, etc., and prepare the way. The "Block House" he established
at what is now known as Liberty borough was constructed of logs and was
about 20x40 feet in size. In front of it was erected a large bake oven,
in which bread was baked for the party. This block house stood in the midst
of a heavy forest of timber and it remained there for years as a famous
historic landmark.

Blossburg, or "Peter’s Camp," was the next station where a depot was
established. It took its name from a man named Peter. At Canoe Camp, eight
miles down the Tioga river, the work of road building was temporarily abandoned,
on account of the lateness of the season, and the party floated down stream
in canoes which they had hurriedly constructed.

The next station was Apple Island, near Painted Post, and the last was
about midway between Painted Post and Bath, the point of destination, which
they reached in December. While Williamson and his party were tarrying
at Peter’s Camp (now Blossburg), Robert and Benjamin Patterson discovered
coal, which was then pronounced by the English immigrants, "stone coal,"
to distinguish it from charcoal or wood coal. This was in September or
October, 1792.

This thoroughfare was not finally completed until the summer of 1796,
and it was regarded as one of the greatest successes of the times. It opened
a country hitherto almost unknown, and shortened the distance from Northumberland
and Painted Post almost 100 miles.

The undertaking was of such magnitude as to have almost deterred any
other man but Williamson from beginning it. But being endowed with indomitable
perseverance, tenacity of purpose and a well-balanced head, he accomplished
what would have appalled and discouraged scores of others. But one of the
great factors in the enterprise—one of the essential attributes to ultimate
success—was in being backed by plenty of money by his English employers.
Of course he had many difficulties to surmount and many discouragements
to meet. The motley crowd of immigrants he was conducting through the wilderness
was hard to govern—at times rebellious—and he was forced to be vigilant
as well as rigorous. Unaccustomed to life in the wilderness, and having
little knowledge of such work as was required in felling trees and road
building, they were often a detriment instead of an advantage to the real
laborers. At times provisions ran low—as every pound of stores had to be
transported on pack horses from Northumberland—when discouragements would
set in. At Canoe Camp they became short of sugar, coffee and flour, when
one of the Pattersons went through the wilderness forty miles to Tioga
Point (now Athens) and purchased provisions, which were poled up the Tioga
river in boats to Apple Island, where the famishing immigrants met them
and a grand feast and jollification followed. Those who, only a few hours
before, were mutinous at Canoe Camp, now, that they were provided with
provisions, fell upon the necks of their deliverers, kissed them, and wept
for joy.

It is hard to estimate the value of this great improvement and its advantages
in after years to the country and the people. The larger part of it ran
almost due north and south through the entire eastern part of what afterwards
became the county of Tioga. It was the first great improvement in the way
of road building in this part of Pennsylvania. The path cut by the boundary
line surveyors in 1787, ran along the northern limit of what became Tioga
county; the Williamson road penetrated it from north to south and furnished
an outlet to the country lying south. At the time of the construction of
this road there were at least 15,000,000 acres of land in Pennsylvania
west and north of Williamsport, and 12,000,000 acres west and north of
Painted Post, making an aggregate of 27,000,000 acres upon which no white
man dwelt!

When the great road—it was great for the time in which it was built—was
completed, Williamson was so elated over the success of his enterprise
that he resolved on having some kind of a jubilee at his wilderness home
in honor of the event. He conceived the idea of having a rude theater built
in which there could be plays nightly while the festivities lasted. A race
track was also projected, on which some of the finest horses of the time
could be exercised.

What a bold conception for a pioneer in the wilderness, hundreds of
miles from the center of civilization! But a man of such daring enterprise
as Williamson did not regard failure as possible. He at once set about
making preparations for the grand event, and although it was not to occur
within the territory of what afterwards became the county of Tioga, yet
it felt the quickening influences of such a vast undertaking and profited
thereby.

His plans having been completed, Williamson issued circulars and handbills,
setting forth in glowing terms what he proposed doing, and inviting the
citizens of Albany, Utica, New York, Boston, Philadelphia, Northumberland,
Lancaster, Harrisburg, Richmond, Williamsburg, Fredericksburg, Alexandria,
Baltimore, Easton, Trenton, Wilkes-Barre, and numerous other places to
come and enjoy the sport. Owners of fleet horses were invited to be present
and enter them for the races. A liberal hospitality was to be extended
to all, and they were assured that by visiting his sylvan home in the land
of the Six Nations they would not only be surprised, but delighted. In
his glowing description, and portrayal of the pleasures to be enjoyed,
Williamson did not omit speaking of his manor, the fertility of the soil,
the abundance of timber, the innumerable springs, rivers, lakes, inhabited
by fish of the most delicious flavor, the cheapness of corner lots in the
city of Bath and the golden opportunity afforded the investor to secure
a home in the garden of the Six Nations.

His circulars and handbills were read at the State and National Capitols
to grave members and senators and by the sporting fraternity generally.
He also informed the public that he had stationed at Utica, Albany and
New York, on the east, and at Northumberland, Harrisburg, Carlisle, Lancaster,
Philadelphia, Easton, Reading, Alexandria and Richmond, on the south, trusted
and tried guides who would meet and conduct gentlemen and their suites
to his far-famed city upon the waters of the upper Susquehanna.

The reader of to-day can scarcely comprehend the daring proposition
of this bold Scotchman of 100 years ago, when the country was wild and
the sullenly retiring savages yet lingered on the very outskirts of this
settlement—not as foes, for their confederacy had been broken by gallant
Anthony Wayne, but as curious spectators of what the pale face proposed
doing in the land where they had dwelt for many moons.

His project proved a grand success. For weeks the Williamson road to
Bath presented one continuous procession from the south—from Maryland,
Delaware, New Jersey and Virginia. The travelers left the shores of the
James, the Potomac, the Patapsco, the Delaware, the Susquehanna, the Schuylkill,
the Lehigh and the Passaic, and journeyed over this road through the county
of Lycoming, which had just been organized, and extended to the New York
State line. It was a curious as well as imposing spectacle, and the straggling
savages who yet lingered in the shades of the wilderness, peered at it
from the bushes with awe, for they could not divine its object. It was
to them one of the incomprehensible freaks of the race that seemed destined
to drive them they knew not whither.

As the entire distance from Williamsport to Bath—more than 100 miles—lay
through a dense forest, the journey was long and fatiguing. In some instances
the block houses built by Williamson were used as temporary stopping places
over night, but the parties generally camped by the wayside. Many of these
bands of travelers from the south were accompanied by Negro slaves, whose
duty it was to cook for their masters and care for the horses.

The races came off in September, 1796, and lasted for several weeks.
Among the entries were Virginia Nell, by Charles Williamson, and Silk Stocking,
by William Dunn, both of Bath. Virginia Nell was the pride of the Marylanders
and Virginians, while Silk Stocking, the winner, was backed by New Jersey,
Pennsylvania, New York and Canada. There were races during the daytime
and theatrical performances at night, which made one complete round of
pleasure and excitement. These scenes of gaiety were among the most remarkable
ever witnessed in any country; remarkable because of their occurrence in
the heart of a wilderness, far from the habitations of men, and for years
they were a theme of conversation among those who had participated in them
and enjoyed the princely hospitality of the host. The effect was as anticipated,
it advertised Bath far and wide, and gave Williamson the prominence which
he sought.

For thirty years the Williamson road was the great thoroughfare between
southern and western New York, and northern and central Pennsylvania, and
contributed more towards the settlement of the country through which it
ran, than any other agency. In early times the road was also a thoroughfare
for drovers, raftsmen and emigrants, and for many years stage lines ran
over it between Painted Post and Williamsport. Many distinguished men of
early days passed over it, not the least of whom was Aaron Burr, who visited
Williamson about the time he was forming his conspiracy for his southwestern
confederacy. During the War of 1812 many soldiers enroute for Buffalo and
Canada passed over it, and returned the same way.

Charles Williamson, the projector of this great enterprise, was a Scotchman
by birth, and an officer in the English army during the Revolutionary War.
He was captured by the French, the allies of the Americans, and held a
prisoner in Boston until the close of the war. When he founded Bath he
built houses and mills, cleared the land, opened farms, built other roads
and did a vast amount of work to reclaim the country. He was the first
judge of Steuben county, in 1796, and its first member of Assembly, and
caused an act to be passed enabling him to convey the vast property to
Sir William Pultney, of Bath, England. After completing his legal business
and surrendering his trust he sailed for England and died of fever while
at sea.

At a meeting of the commissioners held October 1, 1811, instructions
were given to Aaron Bloss and Samuel Higley to amend that part of the Williamson
road lying between the Block House and Peter’s Camp.

On the 19th of the same month the commissioners, according
to a minute on their journal, gave to Andrew D. Hepburn an order to the
state treasurer for the sum of $500, being the appropriation allowed for
the Williamson road between Aaron Bloss’ and the south line of Tioga county.
Mr. Hepburn was a prominent business man of Williamsport, and it is probable
that he had advanced this sum for the improvement of the road.

In 1817 Aaron Bloss and others petitioned the legislature to appropriate
$10,000 to improve this road, so as to make it a better outlet toward the
south over which to haul coal, the mining of which was then in its infancy.
Tioga county, at that time, being a comparative wilderness, the legislature
could not see the wisdom of expending so large a sum to give its few inhabitants
the benefits of a first-class highway, and the appropriation asked for
was refused.

THE PATTERSON BROTHERS.

The faithful guides—Robert and Benjamin Patterson—settled in the old
town of Painted Post, in 1797, after their contract with Williamson expired.
They conveyed their household effects in boats from Northumberland up the
river via Tioga Point, while their cattle were driven over the Williamson
road. Robert Patterson, about the year 1804, removed to Lindley—still within
the limits of the old town of Painted Post—where he purchased 1,000 acres
of land and resided until his death, October 2, 1840. A few days before
his death he had the satisfaction of seeing a locomotive with a train of
cars pass through his farm on the Corning and Blossburg railroad, running
parallel to the Williamson road, which he had located through the wilderness
nearly fifty years before.

Some time during the year 1858 or 1859, the dwelling house of Benjamin
Patterson, son of Robert Patterson, was consumed by fire, and a large amount
of valuable data pertaining to the history of Northumberland (now Lycoming)
county during the Revolutionary War, and the building of the Williamson
road, were consumed. Grace Adalaide, second daughter of Benjamin Patterson,
and grand-daughter of Robert Patterson, who married John L. Sexton, of
Blossburg, remembers well having both seen and read many of the incidents
set forth in the foregoing notes relating to the building of this road
and the part her ancestor bore in the work. Her husband, Mr. Sexton, also
testifies to the same, and regrets exceedingly the loss of the historical
treasure.

MORRIS STATE ROAD.

Several years passed after the construction of the Williamson road before
it became necessary to lay out any more roads. Settlers were slow to penetrate
the heavily timbered regions in the northern part of Lycoming county, because
they generally found more inviting localities in the valleys and along
the river. When explorers did have occasion to penetrate what was then
regarded as the "unknown wilderness," they traveled by the Williamson road.

In the meantime, however, the Pine Creek Land Company had been formed.
Morris and several of his friends had founded a settlement near the site
of Texas, Lycoming county, and it soon became apparent that there must
be an outlet to the settlements on the river. A road, known as the "State
Road," was projected from Newberry to a point near Painted Post. Application
was made to the legislature, and an act authorizing its construction was
passed and approved April 8, 1799, which may be found in Smith’s Laws,
volume III, p. 375, as follows:

Whereas, Many respectable inhabitants of the county of
Lycoming * * * have presented their petitions to the legislature stating
that the present road (Williamson road) from the town of Newberry, near
the mouth of Lycoming creek to the Genesee country is extremely bad, so
as to be passable with great difficulty, and judging that a road might
be opened by a new course—and it is reasonable that the prayer of the petitioners
should be granted upon the terms hereinafter mentioned, therefore

Be it, etc., That the Governor * * * be authorized to
receive proposals for laying out and opening a road, not less than twenty
feet wide, from the town of Newberry * * * to Morris’ Mills; from thence
by the best and most direct route to the northeast corner of Strawbridge’s
marsh, or as near thereto as may be; and from thence by the nearest and
best route to the 109th mile-stone on the line dividing this
State from the State of New York, or as near as may be, which road, when
surveyed, laid out and opened, as aforesaid, is hereby declared to be a
public highway.

That the expense of laying out and surveying the said
road, and all charges incident thereto, shall in the first instance be
paid by such of the citizens of the county of Lycoming, or other persons,
as may think proper to subscribe for the purpose of defraying the expense
thereof.

That after the said road shall have been laid out and
opened * * * the Governor shall appoint a suitable person to view the said
road and make report to him; and if it shall appear by said report that
a road or cartway is actually laid out and opened between the town of Newberry,
and the 109th mile-stone on the State line * * * then in that
case the Governor is hereby authorized to draw his warrant on the State
Treasurer for the sum of $3,000 to reimburse the person or persons who
were the subscribers for opening and laying out said road.

According to the brief records that have been preserved, the road was
put under contract July 26, 1799, and finished late that year, or early
in 1800. The contractor was Benjamin Wistar Morris, with Gideon H. Wells
and Thomas Greeves as securities. They were members of the Pine Creek Land
Company, and of course deeply interested in the construction of the new
road. Samson Babb, who had purchased land from the company, was also interested
and assisted in building the road, in order to have an outlet. It is probable
that the Land Company furnished the greater part of the money required,
independent of the state appropriation, and the work was pushed by Contractor
Morris.

The completion of the road was officially reported to the governor by
Hon. William Wilson, of Williamsport, who had been selected for that purpose
in accordance with the act, whereupon his excellency authorized the payment
of the $3,000. The additional amount subscribed by citizens is unknown,
as the papers have been lost. It is probable that Morris and other parties
were liberal subscribers, as they were among the original projectors of
the enterprise and were largely benefited by it.

The State road at first was little better than a "cartway through the
wilderness," but it became the great highway of the time and much travel
passed over it for many years. Portions of it are still in use and its
route is pointed out by the older inhabitants. Newberry at that time was
the center of commercial business on the river, and the supplies for the
pioneers in Tioga township had to be obtained there and transported over
the State road.

The draft of this road, which is still preserved in the land office
at Harrisburg, shows the courses and distances throughout the entire route.
It was made from the notes of Samuel Scott, by William Gray, the celebrated
surveyor of that time, for submission to the governor, as part of the report
to be made by Commissioner Wilson. The distances from Newberry, the starting
point, are given as follows: To Brook’s house, four and one-half miles;
to Hoagland’s run, eight and one-half miles; to Larry’s creek, or Cogan’s,
sixteen miles; to crossing of Third Fork of Pine creek, at the marsh, twenty-four
miles; to Morris’ mill, twenty-eight miles; to the 109th mile-post,
seventy-three and one-half miles.

The 109th mile-stone, as described in the last report on
the State line survey, "is a small monument standing in cleared land at
the west edge of the summit of a gravel bluff, north of Troup’s creek,
978 feet west of monument No. 258. It is on the line between the property
of H. Murdock and Edward Murdock."

MORE ROADS LAID OUT.

After the completion of the State road from Newberry the people seem
to have been satisfied with their thoroughfares for a few years, for we
find no record of any further attempt at road making for three years. On
the quarter sessions docket for December, 1803, we find "the return of
a road from the First Fork of Pine creek to Morris’ (State) road near the
fifty-fist mile tree." It appears that James Kooken, John English, Moses
Wilson, James Yarnall and John Norris, the viewers appointed to lay out
the road, reported that they had performed the duty assigned them, in these
words: "Beginning at the First Fork of Pine creek, thence north five degrees
east 220 perches, etc., to the fifty-first mile tree on the State road,
which they adjudged necessary to public use." The report was confirmed
by the court.

Another year passed before we find any reference to roads. At December
sessions, 1804, William Willard, William Withington, Josiah White, John
Kileny and Jesse Losey, who had been appointed to "view and lay out a road
from Morris’ (State) road down Crooked creek to Williamson’s" road, made
a favorable report. It commenced "at a white pine on the forks of Crooked
creek" and continued until it intersected the Williamson road leading north.
The court confirmed the report.

After a lapse of another two years we find that at May sessions, 1806,
"William Ellis, Moses Wilson, Israel Merrick, Shack Stradley and Caleb
Boyer, the persons appointed to view and lay out a road from William Ellis’
mill, beginning on the margin of Pine creek and running to a "boundary
lot in the Delmar purchase, in the tenure of Israel Merrick," made report
that they had performed the work assigned them. The record shows that the
report was confirmed at September sessions, 1806.

At the December sessions of the same year as the foregoing, the record
informs us that a "road was laid out from the State road down the Cowanesque
to the State line," and that Ebenezer Taylor, Timothy Coates, Hopestill
Beecher and Abel Cady were the viewers. Their report states that they commenced
"at a buttonwood tree marked on the State road near the Cowanesque creek—thence
through by Cady’s field to intersect Williamson’s road near the Cowanesque."
Their report was confirmed at the same session of court. This road evidently
intersected the Williamson road near what is now Lawrenceville, and was
a connecting link between the two thoroughfares.

A road was laid out in the latter part of 1806 from the State line to
the mouth of Crooked creek, and the report of the viewers was confirmed
at February sessions, 1807. From the proceedings of May sessions, 1807,
it appears that Nathaniel Allen, Ezra Spaulding, Nathan Fellows, William
Benjamin, John Cummins and Ebenezer Thewald, laid out a road from Ezra
Spaulding’s to the New York State line. Their report was confirmed at the
same court.

From a report made at November sessions, 1807, it appears that William
Benjamin, David Reynolds, John Norris, John Sloan, Joseph Williamson and
William Watson, viewed and laid out a road from the Block House to the
State road, and it was confirmed by the same court. This was another connecting
link between these two great thoroughfares.

EAST AND WEST STATE ROAD.

The next important road, after the Williamson and State roads, was the
one projected form the Moosic mountains in a westerly direction. In pursuance
of an act of legislature, passed April 4, 1807, providing for the appointment
of a commission to explore and lay out this road to the western bounds
of the State, Henry Donnel and George Haines were appointed the commissioners.
They made a survey and reported that they had laid out the road according
to instructions. It crossed the river at Towanda, proceeded up Sugar creek,
thence through East Troy, entered Tioga county in what is now Sullivan
township, and ran west through Covington, Charleston and Delmar to Wellsboro.
From this point it proceeded westwardly through Tioga and Potter counties.

This road, although a "rough and ragged one," became an important thoroughfare
for early times, and hundreds of weary emigrants from the east in search
of homes in Tioga county and the "Genesee Country," passed over it. Those
going to Bath and other points in Steuben county, followed it until it
intersected the Williamson road, when they took the latter and bore down
the Tioga river. Many of the New England settlers in Tioga, who came from
the eastern part of Bradford and the western part of Luzerne counties,
came over it. The trouble about land titles in the latter counties caused
many persons to seek new homes in what was then the wilds of Tioga; and
from this cause Tioga gained largely of that hardy, enterprising and progressive
element known as New Englanders, which has left its impress and individuality
on the country to this day.

Emigrants from other parts of Pennsylvania and from the States of Delaware,
Maryland and Virginia found their way into the county by way of the Williamson
and State roads from Newberry.

At a meeting of the commissioners on October 1, 1811, instructions were
given to Israel Merrick, Bethlehem Thompson and William Matthews to open
the East and West road leading from Wellsboro to the Big Meadows.

ERA OF PLANK ROADS.

When the era of plank road building set in the citizens of certain parts
of Tioga caught the infection. These roads were generally projected for
places where railroads were not available. In 1848 the Tioga and Elmira
Plank Road Company was incorporated. The object of the road was to connect
with another leading out of Elmira up Seeley creek to the State line, the
distance to Elmira from Tioga being about twenty-three miles. As work was
not commenced by this company in 1848, a supplement to the act was passed
April 5, 1849, extending the time for building the road seven years. This
act was supplemented by another May 14, 1850, creating the Tioga and Lawrenceville
Company, with power to extend the road to Wellsboro, and repealing the
acts of 1848 and 1849. This act created a new body of incorporators and
empowered them to take possession of the highway.

That portion of the road between Tioga and Wellsboro was soon put under
contract and finished, and for many years it was extensively traveled.
When the plank wore out the company obtained a supplement to the charter
permitting them to convert the road into a turnpike, which was done.

EARLY NAVIGATION SCHEMES.

The construction of numerous public roads during the first quarter of
the present century, opened up avenues of communication between the different
sections of the county and made the county seat accessible to the citizens
of the various townships. They also enabled the settlers to reach Williamsport,
Painted Post, Elmira, Athens, Towanda and other trading points, with such
products as they desired to market or exchange for articles needed in their
homes or on their farms. With the increase of lumbering operations, as
well as a constantly increasing surplus of farm products, the inadequacy
of these facilities began to be felt. The journeys over rough and poorly-worked
roads was tedious and toilsome, and the time consumed in going and returning
rendered it next to impossible to realize a profit on the products marketed.
Some better way of accomplishing their marketing and trading was needed.
The railroad being in its infancy, the canal gave the only promise of meeting
the admitted needs of the people, and accordingly plans for either rendering
the principal streams of the county navigable by a system of improvements,
or making them feeders for canals, were numerous, and were made the topics
of town talk and public discussion.

In 1817 the legislature declared the Tioga and Cowanesque rivers and
Crooked creek navigable streams. (Pine creek had been declared navigable
in 1798). It was thought that the Tioga river, running north into the State
of New York, could be so improved as to render it safe for arks loaded
with coal, then beginning to be slowly developed at Blossburg, and which
it was early foreseen was destined to become a great article of commerce,
if a demand could be created for it; or, in other words, if means for its
transportation could be provided. The first step, therefore, was to make
the river navigable.

In order to secure a better outlet overland toward the south, Aaron
Bloss and others, in 1817, petitioned the Pennsylvania legislature to appropriate
$10,000 toward improving the Williamsport road over the mountains from
Blossburg to Lycoming creek, and Williamsport. But the legislature could
not see the wisdom of appropriating that amount of money to build a good
road into what was regarded as a wild and inhospitable region, and refused
the petition.

Undaunted, however, by this failure to secure a better outlet to the
south, agitation was continued in behalf of water navigation. Committees
were appointed in Tioga county to confer with the citizens in the adjoining
counties on the north, and strong efforts made to enlist their co-operation
and support. In 1826 Uriah Spencer was appointed one of a committee to
draft an address to the governor of New York in furtherance of a canal
from the head of Seneca lake to the Pennsylvania line at Lawrenceville,
to be continued thence by Pennsylvania authority to the coal mines at Blossburg.
He and Samuel W. Morris were chosen a committee to present a petition to
the legislature of New York, and Mr. Spencer visited Albany for that purpose
in February, 1827.

The continued agitation throughout the country of the water navigation
project, finally resulted in the passage of an act in March, 1823, for
the improvement of the Susquehanna from Northumberland to Columbia, and
it was expected by the citizens of Tioga county that as soon as this work
was completed the upper waters of the Susquehanna would receive the favorable
consideration of the legislature, and they would be benefited to some extent.

This was the first step in the great plan for internal improvement by
utilizing the rivers. The next was the act of February 20, 1826, known
as the General Improvement Law, which, among other things, authorized the
organization of the Tioga Navigation Company. This law gave the people
great encouragement. No time was lost in making preparations to start the
improvement. A company was formed and Miller Fox, of Towanda, an eminent
civil engineer, employed to make a survey and an estimate of the cost of
putting the stream into a navigable condition. A fine drawing of the proposed
canal has been preserved and may be seen at the office of Jerome B. Niles,
Wellsboro. Considerable work was done. In 1836 a number of arks were built
by different parties and loaded with coal. It was intended to run them
down the river and connect with the Chemung canal, which had been completed
to Corning. But the arks were sunk before any great distance had been made,
and this mode of navigation was abandoned.

There was increased interest in the mining of coal, but the lack of
transportation to market kept the business back. In 1838 the Arbon Coal
Company was formed at Blossburg and James R. Wilson was chosen its first
president. Another company, known as the Arbon Land Company, was also organized
by the same stockholders, its purpose being to promote the building and
early completion of the railroad from Corning to Blossburg.
THE CORNING AND BLOSSBURG RAILROAD.

It having become apparent that transportation by water was not feasible,
attention was directed to the railroad, which then seemed to be the coming
method. The Tioga Navigation Company caught the spirit of the hour and
obtained form the legislature a supplement to its charter, authorizing
it to construct a railroad from Blossburg to the State line at Lawrenceville.
The distance was about twenty-five miles and the road was to run parallel
with the river. This was an important movement and marked the beginning
of a new era in the history of Tioga county. At the same time a company
was formed to construct a railroad from the head of canal navigation at
Painted Post to intersect the Blossburg railroad at Lawrenceville. This
would afford an outlet for the coal. The entire line was completed from
Corning to Blossburg in 1840, reaching the latter place in September of
that year, between which time and January 1, 1841, 4,235 tons of coal were
sent over it to market. Compared with the magnificently equipped lines
of to-day, it was but a crude affair. Strap rails, laid on stringers were
used, and the rolling stock was exceedingly primitive. In 1852 the strap
rails were replaced by the more modern T rail, and the roadbed and equipment
greatly improved, the Hon. John Magee having, in the meantime, became the
owner of that portion of the line north of Lawrenceville.

In 1852 a line, four miles in length, was surveyed from Blossburg to Morris
Run, where new coal mines were being then opened up by the Morris Run Coal
Company. This line was constructed under the direction of Col. Pharon Jarrett,
of Lock Haven, and was opened for traffic in October, 1853.

The Blossburg Coal Company was incorporated by an act of the legislature
approved April 11, 1866, for the purpose of opening mines on Johnson’s
creek, at what is now the village of Arnot, four miles southwest of Blossburg,
from which place a railroad was constructed to the mines in the year named.
In 1882 and 1883 the Arnot and Pine Creek Railroad Company extended this
road to Hoytville, in Morris township, a distance of twelve miles.

Though constructed by different companies and operated as separate roads
for years, the last two named were dependent upon the Corning and Blossburg
road for an outlet down the valley of the Tioga river. This was secured
by traffic arrangements maintained until December, 1884, when the control
of the three lines passed into the hands of the "Erie," and they have since
remained a part of that system.

THE FALL BROOK RAILROAD.

In March, 1859, the Fall Brook Coal Company was chartered by the legislature.
The bill granting the charter was, however, vetoed by Governor Packer,
but was passed over his veto and became a law. In this year the company
opened mines at Fall Brook, seven miles east of Blossburg, to which a line
of railroad was surveyed and constructed. This line, seven miles in length,
was the beginning of the Fall Brook system in Tioga county. The principal
owner of the railroad and the mines was Hon. John Magee, of Bath, New York,
who some years before had come into possession of that part of the Corning
and Blossburg railroad lying between Corning and Lawrenceville, to reach
which with the product of his Fall Brook mines he made a traffic arrangement
with the owners of that portion of the line between Lawrenceville and Blossburg.

In 1866 the Fall Brook Coal Company commenced exploring for coal on
the mountains near Wilson creek, a tributary of Babb’s creek, about twelve
miles south of Wellsboro, and rich mines were discovered. The lands were
purchased by the Fall Brook Coal Company and a new outlet became necessary.
This resulted in the incorporation, April 4, 1867, of the Lawrenceville
and Wellsboro Railroad Company. A preliminary survey of the road was commenced
in September of that year. Hon. Henry Sherwood took a deep interest in
the construction of this road, and served as president for some time.

The road was opened in May, 1872, with a great celebration, which was
attended by many distinguished persons from other parts of the country,
among them being William E. Dodge and Governor Seymour, of New York. At
Corning the road connects with the Syracuse, Geneva and Corning, which
gives direct communication with central New York, as well as east and west
by the New York, Lake Erie and Western railroad.

The Cowanesque Branch—Before the completion of the new road from
Lawrenceville to Antrim, a movement was started to build a road up the
Cowanesque. This valley was the richest agricultural portion of the county,
and as it contained a number of villages, it was important that they should
have a railroad outlet. The work of construction was commenced at once
and the road was completed from Lawrenceville to Elkland, a distance of
twelve miles, by September 15, 1873. In 1883 it was extended to Westfield,
and later through Potter Brook to Ulysses, in Potter county.

In 1840 when the New York and Erie railroad was located, it was thought
by many that it should have passed through the Cowanesque to Olean. Years
afterward a line was surveyed by Horatio Seymour, and on it the present
road was built. The Cowanesque branch was leased to the main line, and
the whole is known as the Corning, Cowanesque and Antrim line. From Corning
to Antrim the distance is fifty-three miles. At Stokesdale Junction it
leaves the Pine Creek road and runs through Wellsboro to Antrim, a distance
of seventeen miles.

The Pine Creek Branch—For many years efforts had been made to
build a railroad down Pine creek to connect with the Philadelphia and Erie
at Jersey Shore, or the Reading at Williamsport. This was regarded as an
important link, as it would afford an outlet for Tioga county to the south.
In furtherance of this object the Jersey Shore, Pine Creek and Buffalo
Railroad company was chartered, February 17, 1870, the proposed line to
run from Jersey Shore, Lycoming county, up Pine creek to Ansonia; thence
along the same stream to Gaines, and thence to Coudersport and Port Allegheny.
The survey was made and the right of way obtained, but nothing further
was accomplished in this county until a new company was organized and the
route changed to run from Ansonia to Stokesdale Junction. This re-organization
was effected in January, 1882, by the election of Hon. Henry Sherwood,
of Wellsboro, president; George J. Magee, of Watkins, vice-president; William
Howell, of Antrim, secretary; Anton Hardt, of Wellsboro, chief engineer,
and Cornelius Vanderbilt, of New York, treasurer. The executive committee
was composed of the following gentlemen: Henry Sherwood, Jefferson Harrison,
Anton Hardt, W. H. Vanderbilt, W. K. Vanderbilt, Cornelius Vanderbilt and
George J. Magee. The directors were W. H. Vanderbilt, W. K. Vanderbilt,
Cornelius Vanderbilt, Augustus Schell, George J. Magee, William Howell,
E. G. Schieffelin, Henry Sherwood, Walter Sherwood, Jefferson Harrison,
Jerome B. Niles, Anton Hardt and John W. Bailey.

No time was lost in pushing the work of construction. The stockholders
decided that the road should be built to Williamsport, where connection
could be made with the Philadelphia and Reading road. The charter formerly
belonged to the Reading, but by a business arrangement it passed into the
hands of the Vanderbilts, George J. Magee and their associates. The line
was built from Williamsport, up Pine creek, to the mouth of Marsh creek,
at Ansonia; thence up Marsh creek through the Big Meadows to Stokesdale
Junction, connecting with the Corning, Cowanesque and Antrim railway. It
was completed and opened June 4, 1883, and at once became an important
thoroughfare and outlet to the south. The road runs through an exceedingly
wild and romantic region, the Pine Creek canon not being excelled in natural
grandeur by any other point touched by rail in the Allegheny mountains.

The road is operated as part of the Fall Brook system, and in efficiency
of management is surpassed by no other single-track road in the State.
The distance from Wellsboro to Williamsport is eighty-two miles, and three
passenger trains are run daily each way. The company operates 375 miles
of main track and 118 miles of side tracks. There are 3,700 cars in its
equipment. The Corning railway shops furnish employment to 617 workmen,
including the engineers, firemen, inspectors at junction points, etc. The
total pay-roll includes the names of from 1,800 to 2,200 men, according
to business. The main line runs from Lyons, New York, to Williamsport,
Pennsylvania, a distance of 187 miles. There are four branches, as follows:
The Fall Brook, the Penn Yan, the Cowanesque, and the Antrim. And remarkable
as it may seem, the company has never killed a passenger. The Fall Brook
railway stands at the head of single-track railways in this country. Its
freight traffic for the year ending June 30, 1896, aggregated 6,559,590
tons—more than a half million tons greater than during any former year
in its history. The methods of the Fall Brook company are far ahead of
all others in systematic management and effective results. The company
operates over eighty-seven miles of railway within the limits of Tioga
county.

The coal business of Tioga had grown to such proportions that another
outlet by rail was demanded; and in April, 1872, the Elmira and State Line
railroad, running from Elmira to a point near Lawrenceville, was chartered
and soon after put under contract. The road was finished in October, 1876.
A great celebration followed the opening, at which toasts were drunk and
speeches made. After leaving the Tioga valley the road bears off through
the township of Jackson and then descends to the valley of the Chemung,
intersecting the Northern Central bout two miles south of Elmira. Soon
after the opening it was consolidated with the Tioga road, as the Tioga
and Elmira State Line railroad. The distance from Elmira to Blossburg is
forty-six miles; and from the latter place to Hoytville, whither it extends,
the distance if fifteen miles, making the entire length of the line sixty-one
miles. Of this distance thirty-five miles belong in Tioga county. The line
is operated by the Erie Railroad Company as the Tioga division.

THE ADDISON AND PENNSYLVANIA RAILROAD.

The late Charles L. Pattison, of Elkland, was the prime mover in the
organization of the Addison and Pennsylvania Railroad Company, in 1882,
and was president of the Pennsylvania division of the road up to his death,
April 10, 1896. The section from Addison to Westfield, which enters Tioga
county at Nelson station, was completed, and the first train of passenger
cars run between those towns, November 27, 1882, within ninety days from
the time the work commenced. The line was extended to Gaines by January
1, 1883, and later up the valley of Pine creek to Galeton, in Potter county.
It was originally a narrow gauge road, but was changed to standard width
in the spring of 1895. A short spur of this road, which leaves the main
line a few miles above Gaines, connects with the coal mines at Gurnee,
in Gaines township.

It is thus seen that commendable progress has been made in railroad
construction in Tioga county since the opening of the first road in 1840.
The next road likely to be built is the surveyed line from Blackwells up
Babb’s creek to connect with the Arnot and Pine Creek road at Hoytville.
It will be a quick outlet down Pine creek for the settlers in that region.
Blackwells, at the mouth of Babb’s creek, is in the southwestern part of
the county, and is becoming a place of some importance on account of its
lumber and flagstone traffic.

OTHER RAILROADS.

The Buffalo and Susquehanna Railroad, usually spoken of as the
"Goodyear Line," was opened from Keating, in Potter county, to Ansonia,
in the summer of 1895. It has since been extended to Wellsville, New York.
It connects with the Fall Brook at Ansonia and is an outlet for travel
and traffic to Buffalo.

The Northern Central Railway, which traverses the valley of Lycoming
creek, touches the southern boundary of Union township at Roaring Branch
and runs along the border for several miles, the station of Penbryn being
in Tioga county.

The Tiadaghton and Fahnastalk Railway Company was chartered March
11, 1892, for the purpose of constructing a railway into Elk township,
for the removal of logs and bark. It begins at Tiadaghton, on the Fall
Brook railroad, extends six miles into the forest, and was built the same
year it was chartered. The following officers were elected for 1896: President,
Creon B. Farr; secretary, J. Harrison; treasurer, C. B. Farr; directors,
G. A. Veil, J. W. Hammond, D. M. Lounsbury, John L. Landrus, E. G. Schieffelin
and George D. Aiken.

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